Professional Documents
Culture Documents
I Ship Technology
1 Seagoing Ships
Edition 2013
The following Rules come into force on 1 August 2013.
Alterations to the preceding Edition are marked by beams at the text margin.
Germanischer Lloyd SE
Head Office
Brooktorkai 18, 20457 Hamburg, Germany
Phone: +49 40 36149-0
Fax: +49 40 36149-200
headoffice@gl-group.com
www.gl-group.com
"General Terms and Conditions" of the respective latest edition will be applicable
(see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys).
Table of Contents
Table of Contents
A.1.1 These Rules set out GL's requirements for dynamic positioning (DP) systems installed on
board ships and mobile offshore units. Depending on the specific dynamic positioning operational re-
quirements the systems are assigned to one of four DP categories (DP 0 to DP 3).
A.1.2 The class notation of the vessel required for a particular operation should be agreed between
the owner of the vessel and the client/ charterer based on an analysis of the consequence of a loss of
position.
A.2 Application
A.2.1 These Rules apply to dynamically positioned vessels and mobile offshore units covered by the
IMO “Guidelines for Vessels with Dynamic Positioning Systems” (MSC/Circ.645).
A.2.2 During the design of the vessel the operating modes and operating conditions are to be con-
sidered with regards to redundancy concept and worst case failure design intent.
A.2.3 Designs deviating from the Construction Rules may be approved if they have been tested for
suitability and accepted as equivalent by GL.
B Definitions
For the purposes of these Rules the following definitions apply:
B.2 Components
B.2.1 Active components or systems are in particular: generators, thrusters, switchboards, remote
controlled valves, compensators, hoses, heat exchangers, filters, etc.
B.2.2 Static component are in particular: cables, pipes, manual valves, etc.
B.10 Failure/fault
The loss of ability to carry out a function within required limits.
B.14 Redundancy
Ability of a component or system to maintain or restore its function immediately or in an acceptable time
for the task of the ship, when a single failure has occurred. Redundancy can be achieved for instance by
installation of multiple components, multiple systems or alternative means of performing a required func-
tion.
B.16 Reliability
The ability of a component or system to perform its required function without failure during a specified
period of time.
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1 Detailed information about Global exchange (GLOBE) submission can be found on GL’s website www.gl-group.com.
• For DP 2 and DP 3 a power balance with the following information shall be provided:
◦ power demand of the DP system under the specified environmental conditions ( wind, wave,
current) and after the worst case failure
◦ power demand for the supply of the vessel (basic load)
C.3.1 A failure mode and effect analysis (FMEA) concerning availability of the DP system after a
single failure shall be provided for the class notations DP 2 and DP 3 for the desired DP 2 or DP 3 power
plant configuration.
The DP FMEA shall be performed, based on IMCA2 M 166, 178, IEC 60812 or equivalent, according to
common DP FMEA industrial requirements.
C.3.2 The results of the FMEA shall be verified during FMEA proving trials.
C.3.3 The relevant test program for the FMEA proving trial has to be provided for approval.
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E.2.1 Ships equipped with dynamic positioning systems which comply with these Rules will have
one of the following Notations affixed to the Character of Classification:
• DP 0
• DP 1
• DP 2
• DP 3
• DP 3 (DP 2)
• DP 2 (ICE)
• DP 3 (ICE)
Installations for these Class Notations have to comply with the requirements laid down in F.2 and Section
2 or Section 4.
E.2.2 For ships which allow different DP operating configurations a Class Notation DP 3 (DP 2) is
possible. For this notation all respective requirements in Section 2 have to be fulfilled and documented
independently for both Class Notations, DP 2 and DP 3. Other configurations have to be agreed case by
case with GL.
E.2.3 When the DP control system is tested with a special "hardware-in-the-loop" test (during FAT
and on board) a respective entry in the Technical File of the Class Certificate is possible.
E.2.4 DP systems which exceed the requirements for Class Notation DP 2 or DP 3 (e.g. separate
fuel-, cooling water for each diesel engine) a respective entry in the Technical File of the Class Certificate
is feasible.
F.1.1 The environmental conditions and operational modes for the intended DP operation shall be
defined by the owner /operator (e.g. included in the building specification or DP capability analysis).
The period for terminating safely a DP operation after a single failure should be specified by the owner
/operator, if possible.
F.2.1 For class notation DP 0, loss of position may occur in the event of a single fault.
F.2.2 For class notation DP 1, loss of position may occur in the event of a single fault. The redun-
dancy requirements acc. to Section 2, Table 2.1 are to be fulfilled.
F.2.3 For class notation DP 2, a loss of position shall not occur in the event of a single fault in any
active component or system. Static components will not be considered to fail where adequate protection
from damage is demonstrated and reliability is deemed acceptable by GL.
F.2.4 For class notation DP 3, a loss of position shall not occur in the event of a single fault in any
active or static component or system.
This applies also for the total failure of one compartment due to fire or flooding.
F.2.5 For class notations DP 2 and DP 3, a single inadvertent action shall be considered as a single
fault, if such an action is reasonably probable.
F.2.6 For class notation DP 2 (ICE) and DP 3 (ICE) the additional requirements are stated in Section
4.
A Functional Requirements
A.1 Ships with class notation DP 0 are able to keep their position at least in automatic mode
(Section 1, B.5)
A.2 Ships with class notation DP 1 are able to keep their position at least in automatic mode and
joystick mode.
A.3 Ships with class notation DP 2 fulfil the requirements of DP 1 and are able to keep their posi-
tion after a single failure (Section 1, B.17) in an active component.
Static components will not be considered to fail where adequate protection from damage is demonstrated
and reliability is to the satisfaction of GL.
A.3.1 Redundant components and systems shall be available with such capacity that the DP opera-
tion can be continued for such a period that the work in progress can be terminated safely.
A.3.2 The transfer to the redundant component or system shall be automatic and within acceptable
limits of the DP operation.
A.4 Ships with class notation DP 3 fulfil the requirements of DP 2 and are able to keep their posi-
tion after a single failure (Section 1, B.17) in an active or static component. This applies also for the total
loss of the equipment in one compartment due to fire or flooding.
A.4.1 Class divisions between spaces for redundant components have to withstand a fire related to
the fire load in the respective spaces. The minimum class divisions between e.g. machinery spaces cate-
gory A are A-60.
A.4.2 If the spaces are below the operational waterline; the separation shall also be watertight.
A.4.3 DP systems shall be arranged in such a way that in the event of damage to one system by fire
or flooding, systems intended to provide redundancy will not be affected.
A.5 In order to meet the single failure criteria given in Section 1, B.17, redundancy of components
will normally be necessary as follows:
• For class notation DP 2, redundancy of all active components.
• For class notation DP 3, redundancy of all active and static components and physical separation of
DP relevant systems.
A.6 The failure or not availability of redundant components or systems shall be revealed by alarms
and where this is not possible periodic testing may be accepted. (e.g. DP redundancy reduced)
A.7 The possibility of hidden failures shall be minimized (e.g. periodical testing).
A.9 An operational DP system is one that is able to reliably keep a vessel in position when working
up to the defined environmental conditions, such that the maximum excursion from the vessel motions
(surge, sway and yaw) and the position control system accuracy is equal to, or less than, half the critical
excursion for the work being carried out (standby redundancy).
B System Configuration
B.1 General
B.1.1 The requirements for the DP-system configuration for the different class notations are shown
in Table 2.1.
B.1.2 Specific requirements for the subsystems and components are mentioned under the following
paragraphs. Unless otherwise stated, the requirements are applicable to all class notations.
B.2.1 The power system shall have an adequate response time to load changes. I.e. the cyclic varia-
tions tolerance of frequency caused by regularly repeated loading during DP operation shall not exceed
0,5 % in frequency cyclic variation (See IEC 60092-101 sub-clause 2.8).
2 in separate com-
Main switchboards 1 2
partments
2+1 in separate
UPS for DP control system − 1 2
compartments
Redundant, sepa-
rate compartments,
DP-relevant Auxiliary Systems Redundant 2
provided WCF is not
exceeded
2+1 in separate
DP- No. of computer systems 1 2
compartments
Control
system Independent joystick with
− 1 1 1
auto heading
3 whereof 1 con-
Position reference systems 1 2 3 nected to back-up
control system
Redundant, sepa-
Essential non-DP systems 3 − Redundant
rate compartments
B.2.2 For class notation DP 0 and DP 1 the power system shall fulfil the class requirements (see
Rules for Machinery Installations (I-1-2) and Electrical Installations (I-1-3)).
B.2.3 For class notation DP 2 and DP 3, the power system shall be subdivided into two or more
subsystems such that in the event of failure of one subsystem at least one other subsystem will provide
enough power for the DP operation in the defined environmental conditions in Section 1, C.1.1. The
power resulted from the load balance acc. Section 1, C.1.4 shall be available after any single failure.
B.2.4 For class notation DP 3, the divided power systems shall be located in different spaces sepa-
rated by A-class divisions depending on fire load.
B.2.5 Where permanent parallel operation of the generator sets is required for DP operation, a
power management system shall be installed. Adequate redundancy and reliability shall be demon-
strated. Load steps associated with the loss of a supplying generator (acc. redundancy concept) shall be
in accordance with the Rules for Electrical Installations (I-1-3), Section 3, B.3.5. Load steps associated
with the opening of a normally closed bus tie breaker shall be taken into account as well.
B.2.6 For class notation DP 3 at least two physically separated systems shall be provided for DP
operation.
B.3.1 The thruster system shall provide adequate thrust in longitudinal and lateral directions and
yawing moment for heading control.
B.3.2 For class notations DP 2 and DP 3, the thruster system shall be connected to the power sys-
tem in such a way to meet the requirements of B.3.1 after worst case failure.
Note
A fail safe design let the thrust in a failure event in a safe condition, as e.g.
• fail as set (freeze)
• fail to zero thrust
• trip drive motor or engine
B.3.3 The values of thruster force used in the consequence analysis (see B.5.2.4) shall be corrected
for interference between thrusters and other effects which would reduce the effective force.
B.3.4 A failure of the thruster system, including pitch, azimuth or speed control, shall not result in
unintended operation of pitch, speed and direction.
B.3.5 For class notations DP 2 and DP 3, the emergency stop function shall be equipped with line
monitoring for each thruster and shall be located at the DP control station.
Where auxiliary energy is required for the function of safety devices, this has to be monitored and a fail-
ure has to be alarmed.
B.4.1 Auxiliary systems whose function have a direct effect on the power and thruster system, for
example fuel, lubrication oil, cooling water, control air and uninterrupted power supply systems, shall be
provided for each power and thruster system independently of each other with suitable standby units in a
manner that supports the worst case failure design intent.
B.4.2 Auxiliary systems whose failure does not have a direct effect on the power and thruster sys-
tem, such as fuel treatment, starting air supply systems etc. are to be designed to be separate from each
other. For these systems no additional standby units have to be provided if interconnection lines are pro-
vided between the systems and if the units are designed so that the power and thruster system can be
supplied with power and thrust simultaneously without restriction. In the connection lines shut-off valves
are to be provided which shall be kept closed during DP operation.
On ships with class notation DP 3 a shut-off valve shall be fitted on either side of the partition bulkhead
between the machinery compartments.
B.4.3 In heavy fuel oil systems, the heating facilities for preheating the fuel oil shall be designed in
such a way that if one power and thruster system fails, the required preheating of the fuel oil for the re-
dundant power and thruster system is ensured.
It is not necessary to provide a redundant heating facility if diesel oil storage tanks are provided which
allow unrestricted operation for the redundant power and thruster system for the period of time specified
in Section 1, C.1.1.
B.4.4 Supply lines from fuel oil service tanks of redundant systems shall be provided with an inter-
connection fitted between service tank and pump of each system. The interconnection is to be provided
with a shut-off device, which shall be kept closed during normal operation.
On ships with class notation DP 3, a shut-off valve shall be fitted on either side of the partition bulkhead
between the machinery compartments.
B.4.5 The seawater supply of redundant systems may be achieved via a common sea chest connec-
tion by means of a pump assigned to each system. The systems shall be capable of being isolated by
means of a shut-off valve in the connection line.
On ships with class notation DP 3, the sea chests are to be installed in separate compartments. The shut-
off valve in the connection line shall be fitted to the partition bulkhead and be capable of being operated
either from both machinery compartments or from a position outside the machinery compartments.
On ships which ice class notation, the seawater cooling systems shall be designed so that if one sea-
water cooling system fails it is possible to operate the redundant power and thruster system when the
ship is operating in ice conditions, see also Section 4.
B.4.6 For class notation DP 3, redundant piping systems (i.e. piping for fuel, cooling water, lubrica-
tion oil, hydraulic oil, etc.) shall not be routed together through the same compartments. Where this is not
practicable, such pipes may run together in ducts of A-60 class including duct ends, which are effectively
protected from all fire hazards, except those originating from the pipes themselves.
B.4.7 For class notation DP 3, cables for redundant equipment or systems shall not be routed to-
gether through the same compartments.
B.5.1 General
B.5.1.1 In general, the DP control system shall be arranged in a DP control station from where the
operator has a good view of the vessel's exterior limits and the surrounding areas, where such view is
necessary for the safe conduct of the main activity of the vessel.
B.5.1.2 The DP control station shall display information from the power system, thruster system, and
DP control system. Information necessary to operate the DP system safely shall be always visible. Other
information shall be available upon operator request.
B.5.1.3 Display systems and the DP control station in particular, shall be based on ergonomic princi-
ples. The DP control system shall provide means for easy selection of the control mode, i.e. manual, joy-
stick, or computer control of thrusters. The active mode shall be clearly displayed.
B.5.1.4 For class notations DP 2 and DP 3, operator controls shall be designed so that no single inad-
vertent action on the operators' panel may lead to a critical condition.
B.5.1.5 Failure of systems interfaced to and/or controlled by the DP control system shall initiate an
audible and visual alarm. Their occurrence and status shall be recorded together with alarm text which
clearly identifies the fault.
B.5.1.6 The DP control system shall prevent failures transferred from one subsystem to another. The
redundant components shall be so arranged that a failure of one component shall be isolated.
B.5.1.7 The manual control of the thrusters with the respective lever shall be possible after a failure of
the complete DP control system.
B.5.1.8 The software shall be developed in accordance with GL Rules for Electrical Installations (I-1-
3), Section 10 “Computer Systems” or with an appropriate international quality standard recognized by
GL.
B.5.2.1 For class notation DP 0 and DP 1, the DP control system need not to be redundant.
B.5.2.2 For class notation DP 2, the DP control system shall consist of at least two independent com-
puter systems. Common facilities, such as self-checking routines, data transfer arrangements and inter-
faces, shall not cause the failure of all systems.
B.5.2.3 For class notation DP 3, the DP control system shall consist of at least two independent com-
puter systems with self-checking and alignment facilities. Common facilities, such as self-checking rou-
tines, data transfer arrangements and interfaces, shall not cause failure of all systems. In addition, one
back-up DP control system shall be arranged, see B.5.2.6. An alarm shall be initiated if any computer fails
or is not ready for operation.
B.5.2.4 For class notations DP 2 and DP 3, the DP control system shall include a software function,
normally known as 'consequence analysis', which continuously verifies that the vessel will remain in posi-
tion even after worst case failures occur.
This analysis shall verify that the thrusters remaining in operation after the worst case failure can gener-
ate the same resultant thruster force and direction as required before the failure. The consequence
analysis shall generate an alarm if the occurrence of a worst case failure would lead to a loss of position
due to insufficient thrust for the prevailing environmental conditions.
For operations which will take a long time to safely terminate, the consequence analysis shall include a
function which simulates the thrust and power remaining after the worst case failure, based on manual
input of weather conditions.
B.5.2.5 Redundant computer systems shall be arranged with automatic transfer of control after a de-
tected failure in one of the computer systems. The automatic transfer of control from one computer sys-
tem to another shall be smooth and within the acceptable limitations of the operation.
B.5.2.6 For class notation DP 3, the back-up DP control system shall be located in a room separated
by A-60 class divisions from the main DP control station. During DP operation this back-up control system
shall be continuously updated by input from the sensors, position reference systems, thruster feedback,
etc., and shall be ready to take over control. The switch-over of control to the back-up system shall be
manual, situated on the back-up computer and shall not be affected by any failure of the main DP control
system.
B.5.2.7 An uninterruptible power supply (UPS) shall be provided for each DP computer system to en-
sure that any power failure will not affect more than one computer and connected sensors. UPS battery
capacity shall provide a minimum of 30 minutes operation following a mains supply failure. See also GL
Rules for Electrical Installations (I-1-3), Section 4, I.7 (not for DP 0).
An alarm shall be initiated in the DP control system for loss of supply power (charger input) and UPS on
bypass power.
B.5.2.8 Non-redundant connections between usually redundant and separated systems may be ac-
cepted for class notation DP 2 and DP 3, provided that it is shown to give clear safety advantages, and
that their reliability is demonstrated and documented. Such connections shall be kept to a minimum and
made to fail to the safest condition. Failure in one system shall in no case be transferred to the other re-
dundant system.
B.5.3.1 Position reference systems shall be selected with due consideration to operational require-
ments, both with regard to the restrictions caused by the manner of deployment and expected perform-
ance for the operating conditions.
B.5.3.2 For class notations DP 2 and DP 3, at least three position reference systems shall be installed
and simultaneously available to the DP control system during operation. One failure shall only lead to the
loss of one position reference system.
B.5.3.3 If two or more position reference systems are required, they shall be based on different princi-
ples and suitable for the operating conditions.
Each system shall be independent in view of power, signal transmission and interfaces.
B.5.3.4 The position reference systems shall provide data with adequate accuracy for the intended DP
operation.
B.5.3.5 The performance of any position reference systems shall be monitored and warnings shall be
provided, if the signals from the position reference systems are either incorrect or substantially degraded.
B.5.3.6 For class notation DP 3, at least one of the position reference systems shall be connected
directly to the back-up control system and separated by A-60 class divisions from the other position refer-
ence systems.
B.5.4.1 Vessel’s sensors shall at least measure vessel’s heading, vessel’s motions and wind speed
and direction.
B.5.4.2 If, for a class notation DP 2 or DP 3, the DP control system is fully dependent on correct sig-
nals from vessel’s sensors, these signals shall be based on three systems serving the same purpose.
B.5.4.3 Sensors for the same purpose, connected to redundant systems, shall be arranged independ-
ently so that failure of one will be alarmed and does not affect the others.
B.5.4.4 For class notation DP 3, one of each type of sensors shall be connected directly to the back-
up control system and separated by A-60 class division from the other sensors.
B.5.5.1 It shall be possible to control the thrusters manually by an independent joystick in the event of
failure of the DP control system.
B.5.5.2 The independent joystick shall be independent of the DP control network and power system.
When the complete DP control system fails it must be possible to take command at a main control station.
Note
Detailed requirements will result from the FMEA of the non-DP systems for the total system.
B.1.1 Newbuilding survey, which shall include a complete survey of the DP system to ensure full
compliance with the rules.
This survey includes a complete test of all DP relevant systems and components (DP control trial).
Tests of the installations according to the requirements of GL Rules (see Section 1, D.1), including:
• Testing of the alarm system and switching logic of the DP control measuring system (sensor, pe-
ripheral equipment and reference system)
• Functional tests of control and alarm systems of each thruster in the DP control system
• Tests of the complete DP system (all operational modes, back-up system, joystick system, alarm
system and manual override)
• Change of command between DP control system, independent joystick system and individual
thruster lever system shall be demonstrated
• Manual override shall be demonstrated during normal operation and failure conditions
• Emergency stop function shall be demonstrated. For DP 2 and DP 3 the line monitoring shall be
verified.
• Testing of UPS battery capacity (30 min.) and verification of alarms acc. Section 2, B.5.2.7.
• Positioning shall be performed on all possible combinations of position reference systems and on
each reference system as a single system
• Accuracy verification of position reference systems (offset). The offset inputs in the DP control sys-
tem for each position reference system and relevant sensors should be verified and demonstrated to
the attending surveyor. The inputs should fit with the actual placing of the respective equipment.
• Failure in the thruster system (pitch, azimuth, speed) shall not result in unintended operation of the
thruster. For DP 0 and DP 1 this shall be verified during sea trial to the satisfaction of the attending
surveyor. (See Section 2, B.3.4)
An endurance trial shall be conducted with full system operation for at least 4 hours without significant
alarms of the DP system. The environmental conditions shall be such that the function of the DP system
under load conditions can be demonstrated.
For all thruster systems under DP control a heat run test shall be carried out until steady state tempera-
tures have been reached.
Verification of redundancy and independence of the DP system shall be demonstrated for class notations
DP 2 and DP 3 with a DP FMEA proving trial.
This trial shall be based on the approved program as required in Section 1, C.3. The verification tests
shall be based on the simulation of failures and shall be performed under as realistic conditions as practi-
cable.
GL reserves the right to add further tests for the verification of FMEA.
For DP 0 the scope of tests may be adapted.
B.1.2 Periodical surveys, at intervals not exceeding five years shall be carried out, to ensure full
compliance with the applicable parts of the Rules. A complete test program shall be carried out as re-
quired by B.1.1.
B.1.3 Annual surveys shall be carried out within three months before or after each anniversary date
of the initial survey. The annual survey shall ensure that the DP system has been maintained in accor-
dance with the applicable parts of the rules and is in good working order. Further an annual test of all
important systems and components shall be carried out to document the ability of the DP vessel to keep
position after single failures associated with the assigned class notation. DP annual trials shall be avail-
able on board and documented by attending Surveyor.
B.1.4 The documented evidence of the satisfactory condition of the DP system may be accepted by
GL HO.
For DP 0 this annual trial is optional.
Note
Major alterations might be:
• Installation of new position reference systems
• Modifications and extensions of power and thrusters system
• Software modifications
• Structural modifications
B.2 The surveys and tests shall be carried out in the presence of a GL Surveyor. GL may entrust
the owner of the vessel to carry out annual and minor repair surveys according to a test programme ac-
cepted by GL.
B.3 After completion of any survey and test, no significant change shall be made to the DP system
without the approval of GL, except the direct replacement of equipment and fittings for the purpose of
repair or maintenance.
B Definitions
Managed ice:
Natural ice floes, drifting ridges, etc. will be broken into smaller pieces which size complies with the de-
fined requirements in the capability report.
C.2 Ice management procedure has to be provided including floe size, alert times for operations,
etc.
C.3 The DP capability against managed ice has to be submitted in form of a model test report or
by a recognized calculation.
This includes the turning of the ship according to F.8.3.
F.1.1 Systems essential for DP operation shall be protected from the harmful effects of ingestion or
accumulation of ice or snow. Where continuous operation is necessary, means shall be provided to purge
the system of accumulated ice or snow.
F.1.2 For operation in ice the equipment is necessary to comply with the requirements of the respec-
tive DP Class Notation and the Rules for Machinery and Systems (I-6-2), Section 19.
F.1.4 Engines are to be capable of running with the propeller in bollard condition.
F.1.5 Positioning reference systems shall be appropriate to the expected environmental conditions.
F.2.1 Suitable material for low temperatures shall be used for the pipes, valves and fittings which
are exposed to sea water or cold air.
F.2.2 Vent pipes, intake and discharge pipes and associated systems shall be designed to prevent
blockage due to freezing or ice and snow accumulation.
F.2.3 Means shall be provided to prevent freezing or salification of pipes where necessary, e.g. by
trace heating.
F.2.5 Additional heating of lube oil may be needed for equipment located in separate machinery
spaces (e.g. bow thruster).
F.2.6 Transverse thrusters shall be designed to avoid self destruction in case the propeller is
blocked by ice.
F.2.7 Transverse thrusters used for DP shall be protected against ice accumulation. A reversion of
the jet direction shall be considered. The dimensioning of grids shall be performed according to GL Rules
for Hull Structures (I-1-1), Section 15, B.8
F.2.8 Battery rooms relevant for DP operation, have to be heated to a temperature of 0 °C at mini-
mum.
F.2.9 Special consideration with regards to the heating of DP relevant systems shall be evaluated in
the DP FMEA.
F.3.1 Cooling water systems for machinery installations that are essential for the propulsion and
safety of the ship, including sea chest inlets, shall be designed for the environmental conditions applica-
ble to the ice class and intended operation.
F.3.2 At least one sea chest is to be arranged as ice box (sea chests for water intake in severe ice
conditions) located preferably near centre line. The calculated volume for the ice box shall be at least
1 m3 for every 750 kW of the totally installed power.
F.3.3 Ice boxes are to be designed for an effective separation of ice and venting of air.
F.3.4 Sea inlet valves are to be connected directly to the ice box.
F.3.5 Ice boxes and sea bays are to have vent pipes and are to have shut off valves connected
directly to the shell.
F.3.6 Efficient means are to be provided to re-circulate cooling seawater to the ice box. Total sec-
tional area of the circulating pipes is not to be less than the area of the cooling water discharge pipe.
F.3.7 Detachable gratings or manholes are to be provided for ice boxes. Manholes are to be located
above the deepest load line. Access is to be provided to the ice box from above. Access hatches may be
used instead of manholes.
F.3.8 Openings in ship sides for ice boxes are to be fitted with gratings, or holes or slots in shell
plates. The net area through these openings is to be not less than 5 times the area of the inlet pipe. The
diameter of holes and width of slot in shell plating is to be not less than 20 mm. Gratings of the ice boxes
are to be provided with means of clearing.
F.3.9 Other cooling systems may be accepted, provided that it can be demonstrated how a continu-
ous cooling can be performed independent from worst weather and ice conditions.
F.4.1 Efficient means are to be provided to prevent freezing in fore and aft peak tanks, wing tanks,
ballast tanks located above the water line and any other tanks where found necessary.
F.4.2 Fresh water, ballast, fuel & lube oil tanks shall be carefully located and fitted with heating facili-
ties where found necessary.
F.4.3 Heating facilities may be needed also for further tanks (e.g. tanks for sludge, leakage, bilge
water, sewage, etc.), depending on location and media.
F.5.1 The temperature of combustion air is to be suitable for the operation of the machinery. If direct
ducting to the engines is provided, own heating facilities shall be considered.
F.6.1 Rudder stops are to be provided and integrated into the hull. The design ice force on rudder
shall be transmitted to the rudder stops without damage to the steering system.
Ice horn shall in general be fitted to protect the rudder in centre position. Design shall be performed ac-
cording to GL Guidelines for the Construction of Polar Class Ships (I-1-22), Section 2, O.
F.6.2 The effective holding torque of the rudder actuator, at safety valve set pressure, has to be
sufficient for the intended operation of the ship.
The design pressure for calculating the scantlings of piping and other steering gear components sub-
jected to internal hydraulic pressure shall be at least 1.25 times the set pressure of the safety valves, but
not less than the design pressure according to GL Rules for Machinery Installations (I-1-2), Section 14,
A.4.1.
The fast acting relieve system shall not allow to cause more than 50 % increase of pressure above the set
pressure of relief valves due to a too slowly acting pressure release system. In some cases, a fast acting
relief valve with typically 10 milliseconds response time, or a bursting disc, will be needed.
If the specified angular velocity results in an increase in pressure of greater than 50 % due to constriction
of hydraulic flow, means shall be provided to allow for an improved flow. In some cases a dump tank for
the hydraulic fluid may be required.
F.7 Clutches
Clutches shall have a static friction torque of at least 1.3 times the peak torque Qpeak and a dynamic fric-
tion torque of 2/3 of the static one.
F.8.2 DP Control
DP Control shall be quick enough for the intended operation and in addition to Section 2, B.5.3 suitable
for cold climate condition.
G.3.1 Engines should be capable of being started with the CP propeller in blocked condition.
H Additional Tests
Depending on findings in the FMEA or during the DP proving trials additional tests for verification may be
required for the respective DP notation.